MikeOH

Logbook entry showing installation and traceability. Isn't that required when a part is replaced? Sure, if you want to leave the entry out of the logs entirely...

Then the install of the airspeed switch is going to require a re-cert of the static system. That runs a couple hundred bucks, I believe. Hmm, using the logic of your last sentence we can conclude, "When <insert any piece of equipment> dies, and it(they) will, then you are more $$$ than replacing everything with new." Thanks, but I'll wait until there's a reason to replace everything in the plane We can go back and forth forever, but you have failed to prove that the install of even the lowest cost 1090 system is not going to be at least $1000 more, all in, than a Sky/TailBeacon. Your earlier comment implies that putting in Sky/TailBeacon is somehow not "doing it right" is just not true. This thread is about 978 vs. 1090 and both solutions are "doing it right" for different groups of pilots. To imply it is NOT any more expensive to put in a 1090 system is also NOT true.

Yes, $2300 was what I was seeing with the pigtail. Thanks for confirming it is not $1700. Looks like the airspeed switch is another $125. Plus install. I believe the T22 is two boxes that need to be mounted separately and a harness run between them. Labor for the whole install? So, I'm still not seeing this as less than $1000 more than the Sky/TailBeacon solution.

Hmm, whenever I think about "owner produced" parts I don't care what SGOTIs, or the FAA thinks. But, I do care what my insurance company might think after a failure is traced to a part made by anyone but the factory (or PMA). If my factory gears fail and cause a gear-up, and have had Part I and Part II inspections completed and logged, I have NO doubt insurance will pay out. What happens when their investigation reveals failed "homemade" gears to be the cause?

Which Trig model for certified aircraft is $1700? Does it require an airspeed switch to be purchased and installed? Cost of cable to hook it to a 430W, or other WAAS source? Glad to hear moving to Texas would save tax on aircraft parts, but I think most would agree that including taxes Is part of the total cost for most people.

Hmm, I suspect that $2800 is without tax...so, roughly another $250 in the People's Republik of Kalifornia. And, "should not be that many hours to install" is a bit vague, don't you think? Would that be only 3 hours at, what, $150/hour...or could that really be 5 hours? Either way I'm seeing well over $1000 difference for an installed and working system. Again, for a system that the government has FORCED me to install.

Dang, man! Your last few posts seem to have a pretty bitter tone to them...is there something YOU are not sharing? I mean, it's not like other manufacturers don't have issues, or have the latest state-of-the-art systems come out every six months. How long was the 430 around before the 650 finally showed up? I don't recall you bemoaning how ancient Garmin was. Frankly, I'm not a fan of touchscreens in the panel; a little turbulence and they are a hassle. I give Andy a lot of credit for coming on here, admitting the issues, and offering to help people out. I don't see other major avionics manufacturers like Garmin or BK coming on here to answer questions and discuss their problems.

You know, I think I did it right: I went with 978 and it cost, all in, $2200. What's the cheapest, installed, with tax, 1090 solution? If that price difference is more than $1000, that's an amount that "makes dollars" to me! It is NOT insignificant to spend an extra $1000, or more, on something I am forced to buy in the first place! Also, I've never flown out of the country and it's my understanding Canada and Mexico are NOT yet requiring ADSB-out, anyway. I already had a Scout for ADSB-in, and have been quite happy with it. I believe it was $200.

@Parker_Woodruff Thanks! I'm going with his carrier is the one that decided to exit the GA market as he had the policy for a year on his M20J before they didn't renew the next year. Maybe @kommers will share the name and you can confirm if that's the one you remember.

So,.... what's your theory for why his carrier told him to take a hike? Inquiring minds want to know

You are misunderstanding him. "That accident" is referring to the one in the M20C where he was NOT the pilot.

@Parker_Woodruff Parker, you are NOT understanding that Krommers has NOT been responsible for ANY incidents; NONE! And, there has been ONLY one incident with a plane he USED to own; the M20C in which he was NOT the pilot when the gear-up caused by a mechanical problem occurred! Given those circumstances I cannot fathom why his insurance carrier declined to renew.????

That's the way I originally read it...then others that thought there were TWO incidents made me begin to wonder. Anyway, that is ABSURD that the insurance company declined to renew over something you had NOTHING to do with. Maybe @Parker_Woodruff can explain their "logic" because I have no clue!

Mentioning "that accident" without ever describing it, leads me to the conclusion that kommer was referring to the original one in the M20C. He could have been clearer and I hope he returns to confirm/clarify.

I took "That accident" to be referring to the one in the M20C which neither kommer nor his new partner was responsible for.

I didn't see anywhere the M20J was involved in ANY accident. What did I miss in Kommers post???

Uh, I'm missing where there are TWO losses??? Please clarify.

That's an excellent observation. I wonder if that applies to aviation insurance? Parker?

The more I ruminate on this new policy, the more concerned I am becoming. This policy could cause the GA death spiral to rapidly worsen. We are already paying higher premiums due to a decline in the active GA pilot population. Add to that big claims payments in other areas of aviation insurance driving up our premiums... So, what happens when a GA pilot is denied insurance for a year? In all likelihood he is going to stop flying, and may NEVER return even after his excommunication has ended. I hope insurance companies have carefully thought thru this draconian approach. Prices will spiral upward as the market shrinks and that may lead to such high premiums for the remaining pilots that many may just throw in the towel. At some point the market will be too small for insurance companies to serve. YIKES!!

That's the crux of it: will the insurance company show a bias in light of a claim towards the lower time pilot and give a pass to the high time guy. Or, do they conclude they don't want the risk of either pilot going forward.

Hmm, I think the more interesting question would be, given the same two hypothetical pilots but both land gear-up due to simply forgetting the gear. Would they both be treated to policy cancellation? Or, just the low time guy?

@Parker_Woodruff How common is it becoming for this to happen when there is an in-motion loss? Will any kind of in-motion loss invoke this penalty box, or are there certain 'death sentence' sins that it takes? E.g., would a gear-up do the trick?

I bet Mooney let their IT/web employee go like everyone else. So, until the hosting site doesn't get paid, I suspect the site will remain up.

Please explain how buyers and sellers, acting at arm's length, agreeing on a price is irrational? If you are aware of some government subsidy or other regulation interfering with the free market sales of used 430Ws I'd be interesting in hearing what it is. Or what is this "training program" you imply exists that has "trained people" to over pay? Merely being unhappy that you can't purchase a used 430W for the $1500 you are willing to pay does NOT make the market irrational.

Would you please elaborate on the improper mounting and how you discovered it. I'd like to make sure nothing is wrong with my installation! Thank you!